Railway construction.



' No. 702,|4i. Patented June It), I902.

6. LE R. m: LENCHIERES. RAILWAY CONSTRUCTION.

(Application filed Dec. 26, 1901.)

(No Model.) 5 Sheets-Sheet l.

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in. 702,l4l. Patented lune |o,'|9o2.

6. LE n. ma LENCHEBES. v v RAILWAY CONSTRUCTION.

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6. LE B. DE LENCHERES. RAILWAY CONSTRUCTION.

(Application filed Dec. 20. 1991. (No Model.) 5 Sheets-Sheet 3 Pa-te'nted June I0, I902.

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(No Model.) 5 Sheets-S eeeee UNITED STATES PATENT OFFICE.

GEOFFROY LE ROY DE LENOHFRE S, OF VIERZON, FRANCE.

QQNSTRUCTION.

SPECIFICATION forming part of LettersPatent No. {702,141, dated June 10, 1902. I Application fiied December 26, l9 01l statin 87,2 66. No mode1.)

Cher, in the Republic of France, have inven t-v ed a certain new and useful Railway Construction, of which the following is a specification.

Railway-tracks as hitherto constructed consist of rails attached to either cross or longitudinal sleepers by means of chairs, wedges, bolts, clamps, or the like. V Thestrength of the whole system dependsffi'rst, upon the total weight of the construction; second, upon I the strength of the rails, sleepers, &c., and, third, upon the fixity and constant maintenance of all the separate parts.

If we assume a length of rail supported at a; and b, its middlepoint beingpdesignatedfby' the letter 0, it is'obvious that between the points of support a and b-the rigidityand stability are less'thanat. the points aiand b themselves and that vibration and fiexion increase from a to c and diminish from c to l) at the expenseof the regularity offtravel of the vehicles passing over the rails. These points of attachmentand support necessitate the employment of various materials; such as cast-steel, iron,lw o'od',"and the like and require constant repairs.

From what has been stated above it is evident that it would be of the greatest practical advantage, first, to considerably increase the weight, and volume, and consequentlythe moment of inertia,ofthe' whole system; sec-' 0nd, to fix the rail for its entire surface, ex-' I have termed siderolite.

The railway-trackwhich forms the subject of this invention is characterized by the utilization for supporting the rails of this novel substance siderolite ."either in combination with iron parts or not. a The invention is illustrated in the accompanying drawings, in whichare formed exclusively of siderolite. Fig. 2 is an elevation of the cross-sleeper, showing the longitudinal sleeper or support in section. Fig. 3 is a planview showing the assemblage constituted by the cross-sleepers and the longitudinal rail-supports as a whole. Fig. 4 is afse'ction' through; the siderolite-sleeper in wh icht'ne gage is lodged. Fig. 5 shows, upon a large scale, a plan view of one of the crosssleepers','the gage being indicatedin dotted lines. Fig. 6 is a longitudinal section through the gage and angle-irons. Figs. 7, 8, 9, 10, and llillustrate a case in which, owing to certain conditions under which the line has to be worked, it is, considered necessary to provide both the longitudinal supports and the cross-sleepers with a metal stiffening.

As shown in Figs. 1, 2, 3, 4, 5, and 6, the track consists, essentially, of siderolite,

(longitudinal supports or sleepers assembled withlsiderolite'cross sleepers or ties, within which are arranged gages maintaining the rails at afixed distance apart. In these figures, a, is'f'the rail; b, the longitudinalsupport; c,

thecross-ties, andd the gage carrying the angle-pieces'e. In order to increase the rigidity of. the whole, both'the cross-sleepers and the longitudinal supports may be provided with metal stiffening. (See Figs. 7 8, 9, l0, and 11'.) Thus in Fig. 7 the rail at is embedded in a'longitudinal support I? of the siderolite, which is arranged in metal casing f,

attached to the sleepers c.

Figs. 9 and 1O illustrate modifications of the combination of the rails with longitudinal supports which are partly metallic. and partly of siderolite.

Fig. 11 represents in cross-section the longitudinal support and in longitudinal section the sleeper, which latter is shown only in elevation in Fig. 7. i

7 It will be seen that in'accordence with, my method of construction the surface of theentire track bearing-upon the ground that is to say, the sleepers and the longitudinal supports-is far greater than that of the wooden sleepers and rails hitherto employed. The total weight of railway-tracks as hitherto constructed represents only one-quarter or one-fifth of that of my novel construction, and by my method I obtain a fixed and homogeneous construction, advantageously re placing the light and unstable construction constituted by rails resting directly upon wooden cross-ties.

The stability of my improved railway-track is of the greatest importance at the present time, when the tendency is to increase more and more the velocity of the trains running uponsuch tracks.

I will now point out the differences which may exist in the application of this system when double-headed rails and when rails with one head and a foot are employed respectively. In the case of rails provided with a foot, the foot 1' is completely embedded in the mass of the siderolite as shown in Fig. 11. When the system is applied to doubleheaded rails, I may fix upon the lower head, by any suitable means, a metal strengthening plate, thus increasing the strength of the lower head, and this may be done during the manufacture of the rail.

What I claim, and desire to secure by Let ters Patent of the United States, is-- A railway construction, consisting of Iongitudinal sleepers of siderolite, rails embedded throughout their entire length continuously in said sleepers and projecting therefrom at the upper side of the same, trans verse ties of siderolite connecting said sleepers and formed integral therewith, and gages completely embedded in said transverse ties and connected at their ends with the rails within the sleepers, substantially as set forth.

In testimony whereof I have hereunto set my hand, in presence of two subscribing witnesses, this 11th day of December, 1901.

GEOFFROY LE ROY DE LENCIH JRES. [L.S.]

\Vitnesses:

CU DE NUcHnzn, R. FAVRE nEcHALLENs. 

